THE JOURNAL OF

U THE LONDON UNDERGROUND RAILWAY SOCIETY Issue No. 86 Volume 8 No.2 Febr uary 1969 .

N FURTHER NarES ON THE VICTORIA LINE.

D As has been said before in these pages, the

Victoria line stations and trains generally give a good impression, but using the line fairly regularly since its opening has brought to light certain shortcomings and oddities that should perhaps be placed on record.

E 1. I nte rchange Facil i ties

R a). Warren Stree t - to change f r om Northern

Line to Victor i a Line involves go ing up a fl i ght of s t ai rs, up one escalator and down anothe r (much longe r) escalator. Obviously designed to encour age inte rchange at Euston!

G b). Finsbury Park Any i nterchange from

Northern (Vi ctoria or Piccadi l ly) to South­bound (Victori a or Piccadilly) involves

R as cending a big flight of s t airs, walking thr ough a passage way and t hen des cending another flight.

o c ) . Seven Sist ers For Eastern Region

passengers the staircases from the new booking hall come out onto an uncovered platform - the canopies are at the far end of the platforms.

U 2. Policy on Low-Level Stat ion S i gns

a). It seems that the policy is to avoid

N me ntioning the names of interchange lines along the station t unnel walls, and to confine such names to signs at right angles to the walls - obviously a retrograde step.

D b). Pre sumar1ly fo llowing the same

star,dardi sat ion policy, the tunne l wal ls at Seven Sisters do not elucidate what streets

18 can be found at either exit, but at the mid-point of the giv:platform the "Way Out" arrows change direction. linl C). At Finsbury Park, it appears that the Victoria Line signs to the Piccadilly showed "westbound" and "eastboundtl , pIal but paper stickers have been placed over these to read A.B. usouthbound" and "northbound". One wonders if any change cou: has been made at Bounds Green, where I!westbound" trains as 1

hasproceed south-east! masi

STOCKWELL & CLAPHAM COMMON ESCALATORS E. Shaw.

On 16 March 1923, an agreement was signed between The City & South London Railway and Waygood-Otis Limited for the supply and installation of 4 escalators complete at a cost of £34,865 for Stockwell & Clapham Stations - 2 each.

Those at Stockwell rose 37 feet with the Up machine having cleat steps and comb landings capable of conversion to plain steps and straight lower and shunt upper landings. The Down machine had plain steps with shunt landings, convertible if necessary to cleat steps and comb landings.

All four escalators were 4 feet wide between balustrades with a slope of 300 with the horizontal, moving at a speed of 90 feet per minute with a motor terminal voltage of 575, and capable of operating in the reverse direction.

Step treads made of wood with the balustrading and panelling being of polished teak.

Safety devices were built in to prevent the escalators operating in the wrong direction to that intended. A stop switch in the event of the main chain breaking, a pendulum type governor to stop them if the speed increased by 25% over normal, a friction brake, and the usual emergency switches for passenger or staff use.

THE J01m I S LAST. CASE John Reed

The Great Central has long gone, LT have evacuated their p.w. trains from the northern end, tidying-up has been done; the M.&o.C. seems to have entered a period of comparative calm, so this will be the last of these articles

haPl Met. beer thai ovel to \1 name of t pub

~ that has,

I the befo eart

f resu L.44 toge vehi Ayle traf sout betw with the yet The sidi yard pass

19

giving the current general picture on the former joint line, with emphasis on the northern half.

Verney Junction is flat; all that remains are the platforms and the brick-built entrance and booking-hall. A.B.R. minibus is often parked on the Met. trackbed, so it could be that the hall has been retained with a view to use as a p.w. hut. It will need much attention however, as it has not long ago been burgled and ransacked. The station master's house and the other railway houses are-empty but happily are undamaged, and the land formerly occupied by the Met. goods yard and running lines east of the station have been fenced off, believed sold. It is difficult to believe that as recently as 1963 the "Chiltern 200" railtour passed over this site, on over the vani~hed bridge No. 198 and down to Winslow Roadl It will be interest~g to see whether the name "Verney Junction" will survive officially as the name of the district; in the replacement bus timetable the nearby pub was referred to as the "Verney Arms, Eas t Claydonlf

•

The section north of Quainton needs little comment save that the farmer who sought permission to fill the cutting in has, at last, had it granted, and to note that this part of the A.& B.R. will soon be more or less as it was 100 years ago before construction commenced, apart from a few bridges and earthworks. Bedraggled Quainton Road itself awaits the result of the LRPS bid to purchase; optimism must reign as L.44 has already appeared on the Aylesbury industrial sidings together with a s<jl.l~9t:il'l coach and a rake of Midland goods vehicles. One li~e -is in use through Quainton for the Aylesbury-Bletchley freight trains; both lines see regular traffic from the vicinity of the International Alloys factory southwards to Aylesbury, but there is no physical connection between them. The layout at Aylesbury itself was remodelled with dramatic swiftness; as an exam~le, on Friday morning the lights of the North signal box shone brightly as usual, yet tracks were in position over the site the same weekend! The former down main line is now in effect an elongated siding from the bulk coal-depot to the north end of the goods yard. All trains to and from the goods yard must call at the passenger station en route, the single-line staff being

J

20 exchangaiat the inspector's office on the platform. Both former main lines have been resignalled to allow departures

1ll1eVEin either direction. The former Met. balf is still the alteIregular road for the diesels to Marylebone; the e~-main woule

line through Platform 2 sees mostly freight and parcels thattrains; Platform 3 is used to set down passen~rs when the inst"balf line is already occupied, and Platform 4 still caters full for the negligible traffic from the G.W. route. Aylesb~ of South box still retains the "South" and is externally , signs unaltered. A two-lever ground frame has been built at the Why? end of Platforms 3/4, and given the title "Down Passen~r Loop Frame". Its nameboard is of wood, with screwed-on must letters, and is painted white-on-black. Nearly all local the m signals have been replaced, in fact the oldest specimens date now extant are earlier standard semaphores and a solitary post­ physi war LNER standard disc. All new signals are, of course, Risbo standard BR semaphores or discs and are fitted with an improved, aUl f more brilliant, type of oil-lamp_ One of the discs has already line acquired a GCR weight, continuing the tradition of hybrid soon

~ 10:signals! Several of the NEW signaling components are, no 1 perma:incidentally, embossed "LMS" 1

provil Stoke Mandeville chan~s little, except that the car­ •I as 191

park, still fairly new, has already been greatly extended to take in the bed of the lone siding, to~ther with most of the

old goods yard, road and shed sites. This big~r park is nearly alw~s packed, sug~sting a healthy commuter traffic, £20,0( largely no doubt from the new Aylesbury estates to the south for tl of the town. Wendover likewise is much as it was; a new sign over" at the station approach announces "Goods shed and Office to 97-ye. Let", and the local coal merchants still use the yard. At Great Missenden, a narrow Stygian tunnel (MR 127) taking a ~

to befootpath under all the tracks and goods yard just south of the erectEstation has been opened up to the sky across the yard site and which across the site of the refu~ siding opposite, necessitating restr: the further curtailing of the refuge. The tunnel, which was not a:I "lit" by signal-type oil-lamps until at least 1961, is now much lighter. A couple of good signals remain here, one GC, ~

to en,one early LNER, plus a ~C example so much modified by LT as Tottelto nothing in particular.

21

From Amersham southwards, the Joint vontillues uneventfully as an ordinary Underground line with few ma,jor alterat ions, but there are one or two matters on which it would ;'(~ interesting to hear information from local members: that new car-pa:rk 011 the site of Rickma:nsworth yard, for instance; is it a big white elephant? It appears to be in full working order, but never contains more than a handful of '~Nl'S; it was equipped with traffic-blue "Stn.· Carpark" signs at the entrance which were removed after a few weeks. Why?

Considering the London-Aylesbury line as a whole, we must now await developments with interest, and see which of the many rumours about ownership and services circulating to date are nearest the truth. I think that there are already physical clues worth bearing in mind; on the Aylesbury -Risborough branch, which sees mainly an LMR peak-hour traffic ~1nd for long periods has had no booked WR trains at all, the l.lne has remained in the firm grasp of the Western ever since soon after nationalisation. On the Met. route, although LT no longer maintain the Amersham - Aylesbury section, new, permanent "MR." bridge-number plates of standard LT design were provided right out to the (present) LMR boundary as recently as 1963 • •

RECONSTRUCT ION OF TarTERIDGE BRIDGE

London Transport announces that a contract worth about £20,000 has been let to William Old (Civil Engineering) Ltd., for the reconstruction of the bridge carrying Totteridge Lane over the High Barnet branch of the Northern Line. Work on the 97-year-old bridge will start shortly.

The present cast-iron girder and brick arch structure is to be replaced by prestressed concrete beams, which will be erected in four stages. Throughout the period of rebuilding which will continue until the late summer, road traffic will be restricted to a single lane in each direction. The work will not affect the Underground service.

The new bridge will be slightly wider than the present one to enable the London Borough of Barnet to realign and widen Totteridge Lane at a later date.

1

22

ASPECTS OF UNDERGROUND RAILWAY DESIGN AND EQUIPMENT the t· DESMOND F.CROOME with,

Being The President's Address for 1968 mecha; rotar;

2 is to the Sl(2) The "Attitude" Of The Lines (Continued) const:(0) Shallow Underground And (d) Deep Underground nelli: workijIf local conditions rule out open or elevated construction,

underground construction at either shallow or deep level must be employed. On many underground systems, there is a mixture of both tion types; for example the Paris urban network is mainly at shallow up aI'l

some (depth, but has some deep sections for river crossings and at a right:few other points; the London tube network is mainly at deep level, sale.but has some shallow sections where the tube lines come out into and tl

the open (e.g. north of Morden) or approach the surface (e.g. at ertedRedbridge) • norma

"Shallow" construction normally implies a double traok rec­ nellil meanstangular or elliptical tunnel or covered way, built in brick, ", once 0masonry or concrete, and "Deep" construction a circular single the c(track tunnel, built with a tunnelling shield, and lined with

~ This Icast-iron or concrete segments. The first London shallow lines short were pure "out and cover", i.e. a wide trench was excavated, i;he il the sides supported by timber, and the brick walls and brick escall arch built in the open air. With later lines, each wall waS be faJ built in its own narrow trench, and the centre section excavated later, to avoid damaging neighbouring buildings. In Paris, the

~

both}method of "galeries boisees", with the use of pilot tunnels and can p,timber roof shoring, avoided disturbing the road surface; with Iical the newer Milan method of construction, bentonite (a firm, sticky Prape: volcanic clay) is dropped into the wall-trenches and supports be mo: them until displaced by concrete, so that road traffic needs to and 1; be disturbed only during the excavation down from road level to serve the tops of the walls and the construction of the tunnel roof. ators

whichThe Milan method, although involving greater disturbance of the tubesurface than the Paris, appears to be far more adaptable to distumechanisation. below

Members will be familiar with London tube tunnelling methods developed from the plain Greathead shield, via the Price rotary exoavator to the modern drum digger shield. In M0SQOW, where

23 the tunnels are about 18 feet in internal diameter compared with about 12 feet in London, and about 100 to 160 feet down, mechanised tunnelling has been very highly developed, with rotary shields using six cutting heads. A recent development is to use a separate upper section of a shield, forced into the soil at high pressure. This is claimed to allow shallower construction, at twice the speed of deep-level mechanised tun­nelling, and at a third of the cost, without compressed-air

1, working or soil-freezing.

:le With the "Shallow" system, there is normally severe disrup­both tion of street traffic during construction, and, in fully built ­

up areas, the lines must follow the alignment of the streets, some demolition of property ma,y be unavoidable, but the "air rights" for building over the new line are then available forlvel, saleo Buildings near to the alignment must be underpinned,

~o and the sewers, pipes and cables below the street must be div­:lot erted to other locations. Shallow construction methods are

normally less adaptable to mechanisat:bn than deep-level tun­:J- nelling, but this absence of the need for specialised machinery

means that more +'uTillel sections can be under construction at once. The overwhelming advantage of shallow oonstructi,)n is the oonvenience of having the platforms llear to street leveL This accessibility makes the railwa,y far more convel1ier~t for short distance travel 1 and largely avoids the heavy cost of the installation p maintenance and operation of lifts or esoalators. Normally, provision for forced ventilatioE heed be far less elaborate than for deep level tubes.

~d Tube construction allows muoh greater freedom of alignmentle both horizontal (so that the line need not follow streets, but i oan pass beneath buildings if easements are obtained) and vert ­1 ioal (so that the line carl be more independent of surface levels.) ~ky Property need not be acquired or disturbed, and excavation can

be more highly mechanised, but it needs specialised equipment and labour. During construction, it is more difficult to ob­

) serve and oontrol soil oonditions, and the provision of esoal­ators or lifts entails the oonstruction of additional shafts, which may penetrate the difficult soil strata that the main tube avoids. The service pipes below the street need not be disturbed, except at stations with mezzanine booking halls (i.e. below road level, with stairs down from either pavement)o

>ds

i

11I24 I ; \

The choice of shallow or tube construction has hitherto on the been largely determined by the nature of the subsoil, and the pared fcur systems that are predominantly in tube have been constr­ iioned

advantucted mainly in clay or relatively soft rock, i.e. have h Chicago Blue Clay. ingenuLeningrad - Cambrian Clay of theLondon Blue Clay seatsMoscow Fissured limestone abovealso equipmManchester (proposed) - Bunter sandstone and au

However, whilst Chicago, Leningrad and Moscow chose deep could level tunnels because of extremely difficult soil conditions

N at shallower levels, the reasons for the London tubes are more nels d complex, with political and sociological factors being inter­ the tu twined with the geological ones. There is the immense venera­ two tr tion of all forms of private property in B~itain; the general cause dislike of comprehensive planning and sweeping improvements; Deep, in Victorian and Edwardian days, there was the "laissez faire" agains attitude that underground railway construction was a matter for stock

",private companies instead of municipalities. London had no ageway equivalent of Napoleon III or Baron Haussmann to drive a network hon;} bited,of wide boulevards across the city; wide roads give much more

bustibscope -for temporarY diversion of road traffic during construc­have ation , and to permanent diversion of service pipes. The combined whole,effect of these factors was that, after the completion of the statio:Circle Line, the Establ~shment would not tolerate shallow con­

struction by private enterprise across the heart of the central area; the community would not put up with the temporary inconven­ience of closed streets (inconvenience willingly borne today

c:in Germany or Sweden or Cahada) for the ultimate benefits of 12pp ishallower and more convenient lines. The presence of the 3/6d;stratum of blue clay beneath London and the development of

shield tunnelling allowed an alternative solution, but it is T the Uninteresting to speculate on the outcome if London's subsoil had the pabeen unsuitable for deep-level tunnelling - perhaps a municipal authorshallow network, delayed for 20 or 30 years?

\ ' . extrem Another aspect of the history of London's tube network is good s

that financial stringency during cbnstTuction has not allowed suppor an internal tunnel diameter greater than 11fto or 12ft. (except

25

on the isolated and impecunious Great Northern and City) com­I.e pared with about 18 to 20 feet in the other major systems men­

tioned above. (16 feet for Manchester). In order to take full advantage of this space for carrying passengers, the trains have had to fit the tunnel like a hand in a glove, and great ingenuity has had to be exercised in using every square inch of the cross-sectional area of the rolling stock. Longtitudinal seats are placed on the boxes where the tops of the wheels come above floor level; all the underfloor space is used for control equipment. Thus there are two breeds of rolling stock, tube and surface, whereas, with larger tunnels. a standard type

ip could be used for the whole urban system.

No room is available for maintenance men to be in the tun­~re nels during traffic hours; so that all maintenance work within ... the tunnels must be completed in the four to five hours between ira- two traffic daysa Bullhead type running rail is retained be­~al cause of the speed with which it can be removed and replaced.

Deep, small-bore tunnels demand comprehensive precautions :'e" against the effects of fires~ accidents or breakdowns. Tube for (

stock must have end doors (tra~n doors) a~d a continuous pass­ageway through the train to allow detrainment in either direc­

1 tion; cables carrying traction current between cars are prohi­iwork ~e

I bited, and the materials used in car constructior:, must be incom­bustible, as far as possible. Lighting and ventilation must

10­have alternative power supplies, and it is desirable that the>mbined whole deep level system should be fed by a railway-owned power1e station~ to ensure the greatest reliability of supply_

m- to be continued;ral )onven­r

had Lpal

IJ

BOOK REVIEW

Charles E. Lee; 100 Years of the District; 32pp + 12pp illustrations; London Transport Board, London, 1968; 3/6d; obtainable from the Societyo

The latest of Mr. Leels series of short histories of the Underground lines, published by London Transport during the past few years, this new publication maintains the author's usual high standard of scholarship, and makes extremely good reading. The illustrations are a particularly good selection in this book and they provide very good support for Mr. Lee I s erudite text. Highly recommended.

26

THE LONDON UNDERGROUND RAILWAY SOCIETY

LIST OF UNDERGROUND MAPS NO.1

FEBRUARY 1969.

POCKET FOLDERS 1933-1968 (e.A" INI'RODUCT ION (c.St

(e.DIThe present "Underground Map" (pocket type) first appeared (c.M<

in 1933. Until then, various forms of maps had been "issued by "RAIlthe Underground and Associated Companies, but all were based on No.2 a geographical portrayal of the system, using different colours No.1

to distinguish between the lines. The 1933 Map, designed by No.2H.C.Beck. was simply a line diagram, using the same colours as No.1before (some were later altered), but not to- scale. This, orig­No.2inal design lasted, with minor alterations, until 1938, when No.1Beck redesigned the diagram for the 1939 & 1940 editions. The No.21941 map was again altered and another new design appeared ~n No.11942 or '3 which lasted until 1953. Beck'~ final design appeared

in 1954 and was used until 1960. Harold F. Hutchison introduced "UNDE a completely new design for 1961, based on straight lines and Numbe 450 angles instead of curves. This design was not popular, being !lUNDE harsh to the eye p and :'Lt did not last long. In 1964 Paul E. Numbe Garbutt eased the angles into curves to give a more elegant Numbe d5.agram p which is still with us. Numbe

NumbeEach of these designs was issued in several editions, usu­Numbe

ally at least two a year. The number of copies printed has ste­ Numbeadily increased over the years, the average ncw being 1 million Numbe each year (in two batches). Numbe

The following is a list of the known issues, compiled from (No.1 examples in member's collections. There are several obvious

"UND! gaps (indicated), and there may be others, but it is hoped that No.1, the list will prove useful to collectors.

No.1, Amendments to this list will be published in due course,

"RAIl but there is much research to be done on pre-1933 Underground No.1, maps and the larger fclding maps published between 1933 and June 1947, which are now incorporated in the "All System" map entit­ June led tlLondon!!. It is hoped to publish another list soon, and any member who can assist with information on Underground maps of any period is invited to communicate with the Editor.

27

DATE :pRINTING NarE & IMPRINT PRINTER & DESIGNER NarEt

lared Id by Id on . ours by I as . orig­In

The in

tppeared ~odl.lced

Uld ~, being E.

usu­~ ste­Llion

from )US

that

3e, md

i 1tit­and naps

VARIOUS TITLES-See Note 1

750M-1-33 630-20M-4-33

(C.Aug 1933) (c.Sep 1933) 33-2791 (c.Dec 1933) 33-3636 (c.Mar 1934) 34-1945·350M

"RAILWAY MAP" No.2 1934 No.1 1935 No.2 1935 No.1 1936 No.2 1936 No.1 1937 No.2 1937 No.1 1938

"UNDERGROUND RAILWAY MAP" Number 2 1938 1/7/1938

"UNDERGROUND LINES" Number 1 1939 1/1/1939.2036.G Number 2 1939 1/4/1939.2036.G Number 3 1939 Number 1 1940 Number 2 1940 Number 1 1941 Number 2 1941 741.278OG.300M Number 1 1943 343.587.300M

(No.1 1945) 245.36OG.765M.No.1.1945

"UNDERGROUND" DIAGRAM OF LINES No.1, 1946 146.214G.250,000.

No.1, 1947 146.214G.250,000 (2R).

"RAILWAYS" DIAGRAM OF LINES No.1, 1948 146. 21 4G/4M (4R) June 1949 449/858M/500, 000 June 1949 449/858M/500, 000

Waterlow H.C.B. Waterlow H.C.B.

" tI

" " II. "

" "

J.R.&Co. H.C.B • " " " " " " " " " " " " " "

" "

" " " " " " " " " " " " " " " " " "

M. C&CO. "

" "

" " J.R.&CO. "

" "

2

3

4 4 4/2~

5

6

7

28 NarES

DATE PRINTING NarE & IMPRINT }~INTER & DESIGNER NarES ~ JAN 1950 449/858M/500 ,000 J.H.&CO. H.C.B.

IfJANUARY 1951 1050/2438Z/1OOOM. 8" IIJAWJARY 1953 852/1541Z/500M. " 2.

JANUARY 1953 453/923Z/250M(R) " 3." It 11JANUARY 1953 1253/2563D/250000/2 Changes

4.1954 754/1505D/~50M'754/1545D/100M " " I!

6.1955 355/542D/500, 000 " 9 5· II It·1956 256/352M/200, 000

If 7·

1956 656/1427D/300,000 " 8."UNDERGROUND" DIAGRAM OF LINES

1957 1156/ 2672D/1,000,000 J.R&CO. H.C.B. 9.1958 158/51M/250,000 11 " 10.1958 658/1307M/250,000(R) " " 11 • 1958 858/ 1783M/500,000(R) " " 12. D 1959 359/582Z/500, 000 " 13." 1959 859/21 00Z/500, 000 ;1 " 10

II1960 360/59SZ/S00,000 " 1961 860/1973Z/500 ,000 II H.F.H. 11 14.

II1961 561 / 1522Z/500,00O(A) is." 1961 561 / 1524/Z/S00M.(9/61) " "

It1962 262/566Z/500,000(R) " II

16.1962 962/2727Z/250,000(R) " 1963 163/11 5Z/ 1,000,000 It " 17.1964 364/834M/500M P.E.G. 12" ""i

" II1965 165/184Z/1,000,000 " It1966 266/5052/ 1,000,000

1966 " 13 18." 1966 866/2378Z/500M(R) " "

II If(No Date) 866/2378Z/500M(R) n It(No Date) 867/2290Z/500,000 19.

11NO.1 -1968 168/167Z/750,000 14 No.2-1968 168/169Z/ 250,000 " 15" 20.(No Date) 16" (No Date) 17" 21.No.3 1968 168/171Z/250,000 18" " 22.

" IfNo.3 1968 19 No.3 1968 20" " No.3 1968 168/171Z/ 250,000 21" "

29 NOTES TO THE ENrRIES .

urES 1. The first edition was entitled "Map of London's Underground Railway". Other editions in this sect ion were entitled

8 "Underground Railways of London". 2. Colour coding for the lines altered to the present one. 3. The back of the map was changed radically, becoming domin­

ated by a red and black design. 4. Diagram printed in one colour only,sepia., 5. "1935 programme" extensions no longer shown.9 6. New design for back of map. Proposed extensions reappeared. 7. As above but overprinted on diagram with reference to Laugh­

ton-Epping section open and renaming of Chigwell Lane. 8. Central Line shown open to Ongar; all other uncompleted

extensions, including Camberwell, disappeared. 9. Grid and station index introduced.

10. Stations with Car Parks indicated. 11. Diagram completely redesigned by Harold F.Hutchison. 12. Diagram redesigned again, by Paul E.Garbutto 13. "World Cup" issue, printed on thin paper, with no grid or

o index, for distribution in a folder showing how to travel to Wembley Stadium.

14. Revision to diagram-lines thinner and smaller typeface. 15. First pocket diagram to show Victoria Line; Walthamstow­

Highbury open, under constructor to Victoria. Issued 31.8.1968

16. As No.2 1968 but no grid or index. Emergency stock, on paper with blank reverse.

17. As No.3 1968 but no grid, index cr overprint. Emergency2 -stock on thin paper with blank reverse. Issued several

weeks before the proper revision of same map and before Highbury-Warren Street section opened.

3 18. "Victoria Line Stage 2. King's Cross-Euston-Warren Si;reet. opens December 1" prominent red overprint on cover. Issued during week prior to opening of extension.

19. Exactly the same as previous issue but printing note & imprint ommitted. Issued during week after opening of4 extension.5 20. As last two issues, but without overprint on cover; and with­6 out printing reference. Issued 14th December 1968.

7 21. As above, but with printing reference; issued 21.12.1968. 8 22. Marks the end of the pre-war extensions, the Northern Line 9 bring extended to Mill Hill East. o 1

,0. GENERAL NarES A. ;- Abbreviations used in List~- Thurs

J.R.&Co Johnson Riddle & Co.Ltd. Road, FridaWaterlow - Waterlow & Sons Ltd VidaM.C.&Co. McCorquodale & Co.Ltd

H.C.B. H.C.Beck ~ TransH.F.H. H.F. Hutchison to beP.E.G. P.E.Garbutt ThursB. In certain cases the diagrams issued as insets to the Under­ Ealin

ground Guide have differed from the pocket maps current at Sunda the time. Satur

C. Two issues. (1961-561/1524/2/500M(9/61) and 1964-364/834M/ 500M) are known printed on card with a laminated surface; CLASS other issues are also known in this form but details are issue not available. The reason for the lamination is not known.

D. Maps from No.2.1941 tc No.1 1945 carried a note to the effect that the Earls-Court-Willesden and Aldwych sections were NF 80 closed to passenger trains. LT se

BasinAcknowledgements that

This list has been compiled by the united efforts of a exten number of Society members, who ,would like to acknowledge the NF 80 help they have received from T.J.King of The Qmnibus Society. Mamor

Seymo LErTER TO THE EDITOR tank

NF 80 15 January 1969. Platf

Sir mi Seven Sisters Station betwe c

the t . I consider it should be recorded that the joint B.R.­ in tbL.T. entrance and ticket office at Seven Sisters was 18 No opened 1 December 1968. The original entrance to the B.R. NF 8e station in West Green Road was closed the same day. The by th access to the B.R. down platform is,now by way of a subway Board which formed part of a supplementary entrance from Birstall Victe

NF 81Road which was closed in 1942. Ruis lip , H.V.Borley. Statj

Middlesex.

Under­t at

.ce; re known. .8

ions were

;y.

I.

31 THE T DIETABLE

Thursday 6 February 18.00 Library Eve:ni:ug at 62 Devonshire Road, Ealing, London, W.5. Frid~y 14 February 19.00 for 19.15 Film Show devoted to the Victoria Line arranged by Ken Harris, at Hammersmith Town Hall. Saturday 15 February Visit to Greenwich Power Station, London Transport. Names, accompanied by a stamped addressed envelope, to be sent to S.E.JONES, 113 WANDIE ROAD, MORDEN, SURREY. Thursday 6 March 18.00 Library Evening at 62 Devonshire Road, Ealing, London, W.5. Sunday 23 March Clapham Open Day. Saturday 29 March Society's Annual General Meeting.

CLASSIFIED ADVERTISEMENr WANrED UndergrounD February 1968 issue - E.D. Chambers, 11 Turner Road, Edgware, Middlesex.

NEWS FLASHES

NF 806 On 9-7-1968 British Rail Southern Region took from LT seven more standard stock cars; these originally went to Basingstoke and are now at Micheldever. It is now understood that these were taken over pending a policy decision re the extension of the Isle of Wight electric service to Ventnor. NF 807 Our member Edwin A.Allchin was awarded the L.B.S.C. Memorial Bowl at the recent Model Engineering Exhibition at Seymour Hall, for the performance of his model of L.To pannier tank L.90. NF 808 The last southbound Northern Line train from No.2 Platform Camden Town via Charing Cross to Morden was delayed 52 minutes on the night of 17-11-68 because traction current between Kentish Town and Camden Town was switched off before the train was out of the section. There were about 60 passengers in the stalled train which departed at 00.31 on the morning of 18 November instead of 23.40 the previous night. NF 809 A mobile information centre is being set up jointly by the London Borough of Lambeth and the London Transport Board to tour the boro~gh and advise local people about the Victoria Line Brixton extension. NF 810 With effect from 1-12-1968 Aldersgate and Barbican Station (Metropolitan and Circle Lines) was renamed Barbican.

SOC lETY Nor ICES

CORRECTIONS "Tube Trains under London; Some Comments for the Connoisseur' p.12 1.3 for "four" read "six".

p.12 1.11 for"Piocad.illy" read "Bakerloo", "Further Notes on the New Line" p.161 1.21 insert after "Warren Street" "on to Victoria".

S.A.lES NEWS The Sales Manager has stocks of certain back. numbers of the Journal up to and including 1968. Please write to Norman Davies, 81 Woodland Drive, St.Albans, Hertfordshire, for complete list. Also available are several publications of the Electric Railway Society, including "Development of Electric Railway Rolling Stock" by G.T. Moody (1/-), "Early Tube Tickets and the Evolution of the Tube Ticket Office" by W.H.Bett (also 1/-) and "Tube Stock to 1951" by B.J. Prigmore (price 3/-). "100 Years of the Distrid"(reviewed in this issue), may also be obtained from the same address at 3/6d.

CHANGES IN OFFICERS Brief notices have already appeared re the resignations of Eddie Shaw from all his offices in the Society, and of Roger Manley as General Sales Manager. Lack of space has precluded any previous reference to their services to the Society, but these should not pass without notice. Eddie's work on tube rolling stock research has been a very valuable help to the fund of knowledge on this subject, and it is encouraging to know that, even though he is "out of office" now, his researoh is continuing and further publications will appear in due course.

Roger Manley had been on the Sales staff of the Society, either as Assistant or as General Sales Manager; for about four years; of late he has not had an easy task, due to the lack of exhibition stands from which to sell his wares;. despite this, Roger did his best and managed to boost the Society's income by some quite considerable profits from his sales.

To both "tJhese· officers we extend the Society's thanks for their help and trust that they will continue as members to derive benefit from the Society in return. Lithoed by Celtic Bureau, 93/94 Chancery Lane, London, W.C.2. and published by The London Underground Railway Society, 62 Billet Lane, Hornchurch, Essex, RM11 1XA

£